Enstrom F280C accident near Concord, California, March 11, 1983
On March 11, 1983 at about 6:30 pm local time, a Enstrom F280C (helicopter), registered N5691H, was substantially damaged in an accident near Concord, California. It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 2 people had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 11, 1983 · about 6:30 pm local time
- Place
- Concord, California · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Enstrom F280C
- Registration
- N5691H · no longer on the register · serial 1175
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
THE HELICOPTER COLLIDED WITH A TREE DURING A LANDING AFTER A DECAY IN ROTOR RPM DURING TAKEOFF. ACCORDING TO THE PILOT THE ACFT WAS FACING SOUTHEAST PRIOR TO DEPARTURE AND THE PILOT ESTIMATED THAT THE WIND WAS FROM THE NORTHWEST AT 8 KTS. FOLLOWING A PEDAL TURN INTO THE WIND AFTER TAKEOFF MAXIMUM PERFORMANCE WAS EXECUTED TO CLEAR A TREE THAT WAS 10 FT HIGHER THAN THE SADDLE BETWEEN 2 RIDGES WHERE THE TAKEOFF TOOK PLACE. NEAR THE TOP OF THE TREE THERE WAS A RAPID DECAY OF ROTOR RPM. DUE TO TERRAIN CONSIDERATIONS THE PILOT CHOSE NOT TO LOWER COLLECTIVE. THE ACFT WAS FLYING NEAR A STEEP SLOPE SO THE PILOT ELECTED TO LAND IN THE OAK TREE TO PREVENT A DOWNHILL ROLL. HE DID NOT FLARE TO PREVENT BALLOONING OVER THE TREE. THE ACFT WAS ABOUT 12 LBS. UNDER MAX GROSS WT DENSITY ALTITUDE WAS ABOUT 2000 FT. DURING THE LANDING THE ACFT WAS SUBSTANTIALLY DAMAGED. THE 3 OCCUPANTS RECEIVED MINOR INJURIES.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,810 hours in all; 620 in this make and model; 147 in the last 90 days; 1,560 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,030 hours
- Last inspection: annual inspection, June 2, 1982; 23 hours since
- Maximum gross weight: 2,350 lb
- Seats: 3
- Landing gear: fixed
- Engine: Lycoming HIO-360-EIAD (piston); 0 hours total
- Operator: Air Executive
The flight
- Destination: CCR Concord CA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 8 knots
- Visibility: 30 statute miles
- Sky: scat at 3,000 ft
- Temperature: 64°F (18°C), dew point 0°F (-18°C)
- Observation at 5:45 pm from CCR, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.